Dynamic Powertrain Control in Coordination with Adaptive Cruise Control

The present application is a continuation of U.S. patent application Ser. No. 18/047,320 filed on Oct. 18, 2022, which is incorporated herein by reference.

This invention was made with government support under DE-EE0007761 awarded by the DOE. The Government has certain rights in this invention.

The present disclosure relates to systems, methods, and apparatuses for vehicle speed control and, more particularly, to operation of vehicle systems integrating dynamic powertrain control features with adaptive cruise control.

Many vehicles come equipped with adaptive cruise control systems to maintain a safe distance with a vehicle-in-front and avoid vehicle collisions while the vehicle speed is controlled via cruise control. When combined with predictive powertrain control features utilizing look-ahead information to control vehicle speed, the adaptive cruise control systems can inhibit benefits obtained from utilizing the predictive powertrain control features, such as improved fuel economy.

For example, in certain situations the predictive powertrain control features may seek to increase vehicle speed, but the presence of a vehicle-in-front results in the adaptive cruise control system actively controlling the vehicle speed. This may be viewed negatively from a drivability perspective as vehicle speed is increased and then the brakes are applied, sometimes abruptly.

There is a tradeoff in maintaining a close distance to a vehicle-in-front. While there is a fuel economy benefit due to drafting, this fuel economy benefit may be offset by energy dissipation if there is frequent braking activity by engine brake or service brakes.

Therefore, there remains a significant need for the apparatuses, methods, and systems disclosed herein.

For the purposes of promoting an understanding of the principles of the invention disclosed, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended. Any alterations and further modifications in the illustrated embodiments, and any further applications of the principles of the invention as illustrated therein as would normally occur to one skilled in the art to which the invention relates, having the benefit of the present disclosure, are contemplated herein.

Certain embodiments include unique vehicle systems, methods, and/or apparatuses including operation of dynamic powertrain control systems with predictive or look ahead control features and collision mitigation systems utilizing adaptive cruise control such that vehicle speed control by the adaptive cruise control system is reduced or inhibited. Further embodiments, forms, objects, features, advantages, aspects, and benefits shall become apparent from the following description and drawings.

With reference to, there is illustrated a schematic view of an exemplary vehicle systemincluding a powertrainincorporated within a vehicle. In the illustrated embodiment, the powertrainincludes a prime mover, such as an internal combustion engine, electric motor, and/or fuel cell structured to generate power for the vehicle. In certain embodiments vehiclemay include an electric machine and batteries of appropriate capacity to provide a hybrid electric powertrain in conjunction with an internal combustion engine. The powertrainfurther includes a transmissionconnected to the prime moverfor adapting the output torque of the prime moverand transmitting the output torque to a drivelineincluding a drive shaft.

The transmissionmay be disengageably connected to crankshaftvia a clutch (not shown.) In other embodiments, the transmissionmay be disengageably connected to crankshaftand the engagement and disengagement may be by operation of a master clutch provided at the front of the transmission, by operation of the transmission to place a gear in a neutral condition, or by other clutch and/or gearing arrangements. Various embodiments contemplate that transmissionmay be an automatic transmission, an automated manual transmission, or any other suitable transmission with a disconnect devicethat is operable to selectively engage and disengage prime moverfrom driveline.

In the rear wheel drive configuration illustrated for vehicle system, the drivelineof powertrainincludes a final drivehaving a rear differentialconnecting the drive shaftto rear axlesIt is contemplated that the components of powertrainmay be positioned in different locations throughout the vehicle. In one non-limiting example of a vehicle systemhaving a front wheel drive configuration, transmissionmay be a transaxle and final drivemay reside at the front of the vehicle, connecting front axlesandto the prime movervia the transaxle. It is also contemplated that in some embodiments the vehicle systemis in an all-wheel drive configuration.

In the illustrated embodiment, vehicle systemincludes two front wheelsmounted to front axlesrespectively. Vehicle systemfurther includes two rear wheelsmounted to rear axlesrespectively. It is contemplated that vehicle systemmay have more or fewer wheels than illustrated in. Vehicle systemmay also include various components not shown, such as a fuel system including a fuel tank, a front differential, a braking system, a suspension, an engine intake system and an exhaust system, which may include an exhaust aftertreatment system, just to name a few examples.

Vehicle systemincludes an electronic control system (ECS)mounted all or in part on vehicle. The electronic control systemis directed to regulating and controlling the operation of prime moverand transmissionamong other components of vehicle. Electronic control systemincludes a prime mover control unit (ECU), sometimes referred to as an electronic or engine control module (ECM), or the like. Electronic control systemmay also include a transmission control unit (TCU), which is directed to the regulation and control of transmissionoperation. The ECUand TCUare each in operative communication with a plurality of vehicle sensors (not shown) in vehicle systemfor receiving and transmitting one or more operating conditions of vehicle. It is contemplated that ECUand TCUmay be integrated within the prime moverand transmission, respectively.

In the illustrated embodiment of the electronic control system, ECUincludes a look ahead controllerconfigured to receive look ahead dataincluding, but not limited to, road grade, speed limits, traffic information, traffic signals, weather, and/or any e-horizon type data that lets ECUknow what is happening on the route ahead and allows ECSto react to that information without driver involvement by modifying one or more output parameters of powertrain.

In an embodiment, the look ahead controllerreceives all or a part of look ahead datafrom an intelligent transportation system (ITS) or similar system. An ITS generally refers to the integration of information and communication technologies with transport infrastructure to improve economic performance, safety, mobility and environmental sustainability. The ITS may include real-time traffic information systems that collect data on traffic conditions, aggregate and translate the data, and disseminate the traffic data through various technologies.

In some example embodiments, the ECUincludes an arbitratorconfigured to arbitrate between two or more control commands for the output parameters of powertrain. For example, two or more control commands can provide different output parameters for the control of powertrainin response to information received from look-ahead controllerand one or more other controllers, such as an adaptive cruise control (ACC) controller.

With reference to, there is a schematic view further illustrating certain aspects of the electronic control system. In the illustrated embodiment, look ahead controllerincludes a dynamic powertrain (DP) controllerand an adaptive cruise control boundary (ACC boundary) controller. The ACC boundary controlleris configured to determine a speed profile for a vehicle-in-front (VIF) of vehiclealong the route in order to define a system boundary at which control of powertrainby the ACC controllerwill become active, and provide the VIF speed profile to DP controllerin order to proactively limit or inhibit control of one or more output parameters of powertrainby ACC controller, as described in further detail below.

The DP controllermay receive inputs from one or more of the plurality of vehicle sensors in vehicle system. Utilizing look ahead dataand information obtained from the plurality of sensors, the DP controlleris configured to dynamically determine one or more output parametersfor powertrainto improve fuel economy along a route in response to look ahead data. The look ahead controller, using the speed profile for the VIF from ACC boundary controller, can modify the output parameters from DP controllerto inhibit control of the one or more output parametersby ACC controllerso that vehicle operation is maintained in a region that is controlled by ECUrather than ACC controller.

The one or more output parametersfor powertraindetermined by look ahead controllerinclude, but are not limited to, a cruise speed of vehicleand/or vehicle system, a gear state of transmission, an on/off state of prime mover, and an engaged/disengaged state between prime moverand transmission. Electronic control systemcan control the one or more output parametersof powertrainindependently of ACC controllerin response to look ahead dataand the speed profile of the VIF from ACC boundary controllerto control one or more of a vehicle speed, a vehicle acceleration, and a vehicle deceleration of vehicleand/or vehicle system.

For example, in an embodiment, the one or more output parameterscan be selected to reduce or increase the speed of vehicleas a function of a separation distance and a speed of the vehicle-in-front. The output parametersare selected to inhibit control by ACC controllerby maintaining the speed and separation of vehiclewith the vehicle-in-front such that the system boundary for adaptive cruise control of powertrainis not reached by vehicle. The output parameterscan be based on, for example, the current operating conditions of vehicleand for the vehicle-in-front.

In another embodiment, the one or more output parameterscan be selected to reduce or increase the speed of vehicleas a function of a prediction of the separation distance and speed of the vehicle-in-front using look ahead dataand an on-line model of the vehicle-in-front. The model can be used to predict timing and locations for speed changes of the vehicle-in-front so that the one or more output parameterscan be adjusted before the ACC system boundary is reached by vehicle.

In another embodiment, the one or more output parameterscan be selected to reduce or increase the speed of vehicleas a function of an estimated speed or slowing of the vehicle-in-front using look ahead dataabout traffic, grade, and a learned model of the vehicle-in-front behavior. The learned model can be used to attempt to predict behavior of the vehicle-in-front so that the one or more output parameterscan be adjusted before the ACC system boundary is reached by vehicle.

The one or more output parametersfor vehiclecan be achieved using one or more predictive powertrain control features to achieve the desired vehicle speed, vehicle acceleration, or vehicle deceleration. Examples of predictive powertrain control features include, for example, predictive cruise control, predictive gear shifting, predictive neutral coasting, predictive prime mover off coasting such as engine off coasting, and/or predictive prime mover braking such as engine braking. Electronic control systemcan automatically employ one or more of these predictive powertrain control features to regulate operation of powertrainin response to the one or more output parametersin order to inhibit active control of the powertrainby ACC controller.

The ECU, TCU, and look ahead controller, including DP controllerand ACC boundary controller, are exemplary components of an integrated circuit-based electronic control systemwhich may be configured to control various operational aspects of vehicle systemand powertrainas described in further detail herein. An electronic control systemaccording to the present disclosure may be implemented in a number of forms and may include a number of different elements and configurations of elements. In certain preferred forms an electronic control systemmay incorporate one or more microprocessor-based or microcontroller-based electronic control units sometimes referred to as electronic control modules.

An electronic control systemaccording to the present disclosure may be provided in forms having a single processing or computing component, or in forms comprising a plurality of operatively coupled processing or computing components; and may comprise digital circuitry, analog circuitry, or a hybrid combination of both of these types. The integrated circuitry of an electronic control systemand/or any of its constituent processors/controllers or other components may include one or more signal conditioners, modulators, demodulators, arithmetic logic units (ALUs), central processing units (CPUs), limiters, oscillators, control clocks, amplifiers, signal conditioners, filters, format converters, communication ports, clamps, delay devices, memory devices, analog to digital (A/D) converters, digital to analog (D/A) converters, and/or different circuitry or functional components as would occur to those skilled in the art to provide and perform the communication and control aspects disclosed herein.

The electronic control systemand/or any of the components,,,,thereof includes stored data values, constants, and functions, as well as operating instructions stored on, for example, a computer readable medium. Any of the operations of exemplary procedures described herein may be performed at least partially by the electronic control system. In certain embodiments, the electronic control systemincludes one or more controllers structured to functionally execute the operations of the controller. Further details of certain exemplary embodiments of controller operations are discussed below. Operations illustrated are understood to be exemplary only, and operations may be combined or divided, and added or removed, as well as re-ordered in whole or part, unless stated explicitly to the contrary herein.

Certain operations described herein include operations to interpret or determine one or more parameters. Interpreting or determining, as utilized herein, includes receiving values by any method, including at least receiving values from a datalink or network communication, receiving an electronic signal (e.g., a voltage, frequency, current, or pulse-width modulation (PWM) signal) indicative of the value, receiving a software parameter indicative of the value, reading the value from a memory location on a computer readable medium, receiving the value as a run-time parameter by any means known in the art, and/or by receiving a value by which the interpreted or determined parameter can be calculated, and/or by referencing a default value that is interpreted or determined to be the parameter value.

In an example embodiment, ECMis configured to receive information from an adaptive cruise control (ACC) controller. The ACC controlleris configured to determine a torque command or limitthat automatically adjusts the vehicle speed profile of vehiclein response to one or more separation parameters between vehicleand the vehicle-in-front while the vehicleis in a cruise control mode of operation. For example, the ACC controllermay determine a torque command or limitthat automatically adjusts the speed of vehicleto maintain a safe distance from one or more other vehicle-in-front in response to, for example, a speed of the vehicleand the speed of the vehicle-in-front and/or a separation distance between vehicleand the vehicle-in-front.

ECM, ACC controller, and/or the look ahead controllermay also be configured to receive vehicle-in-front (VIF) datafrom a vehicle-in-front of vehicle. The VIF datamay include a separation distance and a speed profile for the vehicle-in-front. The speed profile for the vehicle-in-front may include a current speed and a predicted speed of the vehicle-in-front. The predicted speed of the vehicle-in-front may be determined from look ahead dataassociated with the route.

In an embodiment, ACC boundary controlleris configured to generate a model of the vehicle-in-front including the speed profile of the vehicle-in-front. The model of the vehicle-in-front may be based on one or more operating parameters of the vehicle-in-front including, but not limited to, vehicle mass, rolling resistance, aerodynamic drag, wind force, a power capability of a prime mover of the vehicle-in-front, and wind direction. The operating parameters associated with the model of the vehicle-in-front may be determined by an estimation of the operating parameters based on the vehicle speed of the vehicle-in-front, sharing of the operating parameters from the vehicle-in-front over vehicle-to-vehicle (V2V) communications, and/or dynamic sharing of a velocity prediction from the vehicle-in-front over V2V communications.

Arbitratorreceives the one or more output parametersfrom look ahead controllerand the torque command or limitfrom ACC controller. Arbitratorpreferentially selects the one or more output parametersupon which to base the control of powertrain. However, if one or more separation parameters with the vehicle-in-front are or will be violated, the torque command or limitis selected by arbitratorfor control of the output of powertrain, over-riding look ahead controller.

Depending on the result from arbitrator, a final torque or fuel commandis provided to prime moverand a final gear or neutral state commandis provided to TCUfor control of transmission. In cases where one or more separation parameters are or will be violated, commands,are determined by ACC controller. Otherwise, the commands,are determined in response to the one or more output parametersthat are based on look ahead dataand the speed profile of the vehicle-in-front that inhibits control by the ACC controller.

illustrate various example operations of electronic control systemunder specified route conditions. It should be understood that other route conditions and operations of electronic control systemare also contemplated and are not precluded by way of the specific examples discussed herein.

With reference to, there is an exemplary illustration of electronic control systemconfigured to modify an acceleration of vehicleto inhibit activation of the ACC controllerto command powertrainto bring vehicleback up to speed to maintain the separation distance with the vehicle-in-front. In, vehicleis shown traveling behind vehicle-in-frontalong routehaving a grade profile including decline. In, VIF speed profileshows the speed of vehicle-in-front, while the ACC speed profileshows the speed of vehicleif ACC controllercontrolled the output of powertrain.

Using electronic control systemand look ahead controller, a modified speed profileshows the speed of vehiclebeing controlled with look ahead controllerrather than by the now inhibited ACC controller. As can be observed in, the modified speed profileallows a lower speed for vehiclealong a portion of routefor increased fuel economy. As shown in, the separation distancebetween vehicles,increases using output parametersdetermined by look ahead controlleras compared to the minimum separation distancebetween vehicles,that is maintained by ACC controller. The command from ACC controllercan be used as a limit to maintain the desired separation parameters between vehicles,.

With reference to, there is an exemplary illustration of electronic control systemconfigured to modify the speed of vehiclewhile decelerating. In, vehicleis shown traveling behind vehicle-in-frontalong routewhich includes a grade profile including an inclineand a subsequent decline. In, VIF speed profileshows the speed of vehicle-in-front, while the ACC speed profileshows the speed of vehicleif ACC controllercontrolled the output of powertrain.

Using electronic control system, a modified speed profileshows the speed of vehiclebeing controlled with look ahead controllerrather than by the now inhibited ACC controller. As can be observed in, the modified speed profileallows a lower speed for vehiclealong the inclineportion of routefor increased fuel economy. Once the declineis reached, look ahead controllerallows the speed of vehicleto increase and more closely follow vehicle-in-frontuntil a separation parameter is violated at point. The ACC controlleris then no longer inhibited and actively controls the output of powertrainalong the remaining portion of declineto maintain a minimum separation distance between the vehicles.

As shown in, the separation distancebetween vehicles,increases along inclineusing output parametersdetermined by look ahead controlleras compared to the ACC controller. The minimum separation distanceof ACC controlleris maintained after point, but control of powertrainby ACC controlleris inhibited prior to pointso that the separation distanceis allowed to increase as compared to separation distance.

With reference to, there is an exemplary illustration of electronic control systemconfigured to modify the speed of vehicleat all times based on vehicle-in-front. In, vehicleis shown traveling behind vehicle-in-frontalong routehaving an undulating grade profilewith multiple inclines and declines. In, VIF speed profileshows the speed of vehicle-in-front, while the ACC speed profileshows the speed of vehicleif ACC controllercontrolled the output of powertrain. As can be observed, the vehiclemaintains the same speed as vehicle-in-frontunder speed profile.

Using electronic control system, a modified speed profileshows the speed of vehiclebeing controlled with look ahead controllerrather than by the now inhibited ACC controller. As can be observed in, depending on the grade, the modified speed profileallows a lower speed for vehicleas compared to vehicle-in-frontalong certain portions of route, and a greater speed than vehicle-in-frontalong other portions of route. If a separation parameter is violated, the ACC controlleris then no longer inhibited and actively controls the output of powertrainalong the routeto maintain a minimum separation distance.

As shown in, the separation distancebetween vehicles,also varies along route, in contrast to the relatively constant separation distanceprovided by ACC controller. The separation distancecan be allowed to change between maximum and minimum limits with control by ACC controlleronly being activated to maintain minimum separation.

With reference to, there is illustrated a flow diagram of an example procedure for controlling a vehicleto inhibit control of one or more output parameters by ACC controller. Procedureincludes an operationto receive look-ahead information associated with the route traveled by vehicle. The look-ahead information can include, for example, look ahead data, VIF data, and/or data from ACC controller.

Procedureincludes an operationto determine a speed profile of a vehicle-in-front based on the look-ahead information from operation. The speed profile can include one or more of a current speed of the vehicle-in-front and a predicted speed of the vehicle-in-front. In an embodiment, the predicted speed of the vehicle-in-front is determined based on a model of the vehicle-in-front and look-ahead data associated with the route. In an embodiment, the model of the vehicle-in-front is based on one or more operating parameters of the vehicle-in-front, the one or more operating parameters being determined by at least one of: an estimation of the operating parameters based on the vehicle speed of the vehicle-in-front; sharing of the operating parameters from the vehicle-in-front over vehicle-to-vehicle communications; and dynamic sharing of a velocity prediction from the vehicle-in-front over vehicle-to-vehicle communications.

Procedureincludes an operationto modify one or more output parameters to control powertrainof the vehicle systemin response to the speed profile of the vehicle-in-front. The modified output parameters inhibit control of the powertrainby ACC controller. The modified output parameters can control one or more of a vehicle speed, a vehicle acceleration, and a vehicle deceleration of the vehicleto inhibit operative control by ACC controller. Procedureincludes an operationto control the powertrainof the vehiclewith look ahead controllerindependently of ACC controllerbased on the one or more modified output parameters.

A number of aspect of the present disclosure are contemplated. For example, a first aspect is a vehicle system including a powertrain including a prime mover and a transmission. The powertrain is configured to provide power from the prime mover to the transmission to drive one or more ground contacting wheels and propel the vehicle system along a route. The vehicle system includes an electronic control system in operative communication with the powertrain, and an ACC controller. The electronic control system is configured to determine a speed profile for a vehicle-in-front of the vehicle system while operating the vehicle system along the route. In response to the speed profile for the vehicle-in-front, the electronic control system is configured to modify one or more output parameters of the powertrain to control one or more of a vehicle speed, a vehicle acceleration, and a vehicle deceleration of the vehicle system to inhibit control of the one or more output parameters by the ACC controller.

In certain embodiments of the foregoing system, the electronic control system is configured to control the one or more output parameters of the powertrain with one or more predictive powertrain control features that achieve the one or more output parameters in response to look-ahead information along the route independently of the ACC controller. In further embodiments, the one or more predictive powertrain control features include one or more of predictive cruise control, predictive gear shifting, predictive neutral coasting, predictive prime mover off coasting, and predictive prime mover braking.

In certain embodiments, the one or more output parameters include one or more of a cruise speed of the vehicle system, a gear state of the transmission, an on/off state of the prime mover, and an engaged/disengaged state between the prime mover and the transmission.

In certain embodiments, the electronic control system includes a look ahead controller configured to control the one or more output parameters of the powertrain independently of the ACC controller in response to look-ahead data associated with the route and the speed profile for the vehicle-in-front. In certain embodiments, the ACC controller is configured to override the look ahead controller and modify the one or more output parameters in response to one or more separation parameters between the vehicle system and vehicle-in-front being less than a separation threshold.

In certain embodiments, the speed profile for the vehicle-in-front includes a current speed of the vehicle-in-front and a predicted speed of the vehicle-in-front. In certain embodiments, the predicted speed of the vehicle-in-front is determined by a model of the vehicle-in-front and look-ahead data associated with the route. In certain embodiments, the model of the vehicle-in-front is based on one or more operating parameters of the vehicle-in-front, the one or more operating parameters being determined by at least one of an estimation of the operating parameters based on the vehicle speed of the vehicle-in-front, sharing of the operating parameters from the vehicle-in-front over vehicle-to-vehicle communications, and dynamic sharing of a velocity prediction from the vehicle-in-front over vehicle-to-vehicle communications.